Storage air-brake system.



No. 66l,584. Patented Nov. I3, I900. W. K. UMICK. STORAGE AIR BRAKE SYSTEM.

(Application filed July 3, 1899.) (No Model.)

Eng. 2

W'Qmesses;

UNTTED STATES PATENT Orrlcn.

TVILLIAM K. OMIOK, OF PONTIAC, MICHIGAN, ASSIGNOR TO THE G. P. MAGANN AIR BRAKE COMPANY, OF DETROIT, MICHIGAN;

STORAGE AIR-BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent No. 661.584, dated November 13, 1900.

Application filed July 3 1899. Serial No 722,637. (No model.)

To all whom it may concern:

Be it known that 1, WILLIAM K. OMICK, a citizen of the United States, residing at Pontiac, in the county of Oakland and State of Michigan, have invented a certain new and useful Improvement in Storage Air-Brake Systems, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My invention relates to a storage air-brake system, my object being to provide an improved construction of air-brake, whereby the brake mechanism of a vehicle may be readily controlled through the agency-of compressed air.

In accordance with the present invention I provide a main reservoir having associated therewith a suitable coupling device whereby the same may be connected with a source of air-supply, and I connect the main reservoir with an auxiliary reservoir through a reduc ing-valve, which serves to reduce the pressure from about three hundred pounds in the main reservoir to about fifty pounds in the auxil-' iary reservoir. The auxiliary reservoir is connected with the air-brake cylinder, which is provided with two pistons, the air being admitted to the space between the two pistons and springs being provided which serve to yieldingl y press the pistons toward each other. A manual valve is interposed in the pipe, extending between the auxiliary reservoir and the air-brake cylinder, the manual valve in one position serving to connect the auxiliary reservoir and the brake-cylinder, while in the other position it seals the auxiliary reservoir and connects the brake-cylinder with the atmosphere. When the brake-cylinder is in communication with the auxiliary reservoir, the pistons are separated, and when the valve is moved to the alternative position the air in the brake-cylinder is permitted to escape and the springs return the pistons to their initial position. Either movement of the pistons may be used for setting the brakes. Thus the separation of the pistons by air-pressure may be used for setting the brakes, While the recoil of the springs serves to release the brakes, or vice versa.

I have illustrated my invention in the accompanying drawings, in which- Figure 1 is a view showing the brakes released. Fig. 2 is a view showing the brakes set.

Like letters refer to like parts in both figures.

The pipe a, mounted on the vehicle, is connected with the valve or, a flexible tube of, and a coupling a, whereby the pipe a may be connected with any convenient source of compressed air, as a tank or compressor, located along the pathway of the vehicle. The pipe at extends to the storage tank or reservoir a and from this reservoir the pipe a extends through a reducing-valve b and the pipe Z) to the auxiliary reservoir 17 which has a pipe 19 leading through the three-way controlling or motormans valve 0 and thence through pipe 0' to the brake-cylinder d. The three-way valve is shown in Fig. 1 in position to connect the pipe 0 with the atmosphere, the pipe 0 being disconnected, while in Fig. 2 the pipes 19 and c are shown as connected together with the three-way valve.

Within the brake-cylinder d are the pistons d d, adapted to be pressed toward each other by the coiled springs d encircling the pistonrods d 61 the ends of which are pivoted, respectively, to the arms or levers d 01 the opposite ends of which arms are connected by links d d of the draft-circles e c, connected to the brake-shoes in any suitable manner. The arms (i are connected together by a link 6, pivoted to the arms at 6 e these pivots serving as the fulcrums about which the arms are adapted to be rotated.

Normally the controlling-valve occupies the position shown in Fig. 1, in which the pipes 17 and c are disconnected and the pipe 0 is connected with the atmosphere. The springs press the pistons toward each other and retract the brake-shoes. When it is desired to throw on the brakes, the controllingvalve is moved to the position shown in Fig. 2, in which case the pipe c'is connected with the pipe 12 and the air from the auxiliary reservoir passes to the cylinder 01 to press the pistons apart and throw on the brakes. The

motorman by manipulating the controllingvalve is thus enabled to throw the brakes on and oif at will. The air-supply to the main reservoir is preferably employed at a pressure of about three hundred pounds, and the reducing-valve 1) serves to reduce the pressure in the auxiliary reservoir and the working pipes to about fifty pounds pressure.

Instead of compressed air liquefied air may be employed in the storage-reservoirs.

Having described my invention, What I claim as new. and desire to. secure by Letters Patent, is

In a storage air-brake system, the combination Witha main reservoir and a coupling device associated therewith for connecting the main reservoir with a source of air-supply, of an auxiliary reservoir connected with the main reservoir, a reducing valve interposed between the same, an air-brake cylinder, a

pair'of pistons thereinyieldingly pressed toward each other, a pipe extending between the auxiliary reservoir and the air-brake cylinder at a point between said pistons, suitable connections between said .pistons and the brake-shoes and a manually-operated valve interposed in the pipe extending between said auxiliary reservoir and the brakescribed my name in the presence of two witnesses.

, WILLIAM K. OMIOK.

Witnesses:

AVIS L. VooRHEIs, WILLIAM C. DUFFEE. 

